CN114435398B - Decision control method of ADAS (advanced automatic analysis system) under front vehicle shielding scene based on V2X - Google Patents
Decision control method of ADAS (advanced automatic analysis system) under front vehicle shielding scene based on V2X Download PDFInfo
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Abstract
The invention provides a decision control method of an ADAS (automatic adaptive analysis system) based on V2X in a front car shielding scene, an ADAS system and an intelligent network car. The decision control method comprises the following steps: based on a V2X perspective sensing technology, cooperatively sensing the driving state information of the blocked vehicle in front, and fusing the driving state information with the driving state information of the potential conflict vehicle sensed by the vehicle-mounted vehicle of the vehicle; based on the information obtained by fusion, judging the behavior of the potential conflict vehicle; and (5) making a control decision of the vehicle according to the judging result. According to the invention, through the application of the V2X technology, the fusion of the vehicle-mounted sensing technology and the road side sensing technology is realized, more accurate, more reliable and all-weather environment sensing information is obtained, and the sensing obstacle in a key dangerous scene is solved. Particularly, in the scene of shielding the sight of the front vehicle, the function which cannot be realized by the traditional ADAS (based on vehicle-mounted perception) is realized or the performance and the reliability of the traditional ADAS function are enhanced.
Description
Technical Field
The invention belongs to the technical field of automatic driving, and relates to a decision control technology of an advanced driving assistance system (ADAS+) based on a V2X perspective sensing technology in a front vehicle shielding scene, an advanced driving assistance system (ADAS+) and an automobile with the system.
Background
Safe driving is the first rigidity requirement of the car user. During driving, rear-end collisions are a major factor in causing traffic accidents. Especially on highways or other high-speed driving scenes, most traffic accidents are caused by rear-end collisions, and the accidents are often multiple-vehicle tandem collisions, so that casualties and losses are serious. The cause is often too close to the car or the driver is not concentrated.
While the prior art attempts to address such issues as front car crash warning (FCW) and emergency braking Assistance (AEB), these techniques often fail to avoid rear-end collision accidents due to physical limitations and untimely system response. For example, the host vehicle SV travels with the preceding vehicle TV2 at a high speed, the TV2 travels with the vehicle TV1 in front thereof, and so on. If emergency braking occurs in the front-most vehicle TV1 due to an emergency situation, emergency braking may also occur immediately after the front-most vehicle TV2, the driver or the ADAS system may not detect and start to make a judgment and a reaction until a certain time has elapsed after the front-most vehicle TV2 has been braked emergently. If the inter-vehicle distance between the SV-TV2-TV1 is relatively close, the host vehicle SV may not be able to avoid a rear-end collision with the TV2 even if equipped with an ADAS system with AEB function. The serial rear-end collision accident on the expressway is mostly in such a scene.
The integration of automatic driving, road and intelligent city networking is a current development trend across industries. The intelligent + networking + big data + cloud platform technology development and maturation is the technological base and guarantee of realizing "intelligent car +". The intelligent driving technology is one of the core technical fields of intelligent network-connected automobiles. Wherein, the environmental awareness and control decision is the core technical bottleneck of the intelligent driving system. At present, in the technical field of intelligent driving, the system environment perception capability is far immature, is a bottleneck in a technical bottleneck, and is also a key constraint factor for realizing intelligent driving. The bicycle sensing (vehicle-mounted sensor) and the bicycle-road cooperation (V2X) have limitations, and the combination of the bicycle sensing (vehicle-mounted sensor) and the bicycle-road cooperation (V2X) can realize breakthrough and leap of the intelligent sensing technology, so that the intelligent driving system is the most feasible system solution, the technical route and the direction at present. That is, the environment sensing capability of intelligent driving energy of the automobile is realized, and the sensing capability of the automobile is greatly enhanced by the fusion of the vehicle-mounted sensor and the vehicle-road cooperative information technology, so that the intelligent driving function, performance and safety and reliability of the automobile are greatly enhanced. Meanwhile, after the vehicle-road cooperative application is popularized, the intelligent perception cost of the bicycle can be greatly reduced.
The intelligent network-connected automobile based on the automobile-road cooperation is developed, the intelligent driving technology is realized, and the problem that the scene is super complex and changeable is solved, so that the intelligent network-connected automobile is a long road and a long process. Although the realization of full-automatic driving is a development direction of intelligent network-connected automobile technology, the realization of the full-automatic driving is a long-term goal, and a long path is required to be taken for realizing common commercial application. Market demand is a determinant of technological advances and landings. Recently, industry forms consensus, and the problems of traffic safety, traffic jam, traffic efficiency improvement and the like of key dangerous scenes are solved through a V2X technology, so that the method is the most important market demand, and is also the problem of the biggest pain point of safe traffic in the process of transportation, and the method is the problem to be gradually solved in decades in the future. That is, solving the driving safety problem of critical dangerous scenes is a current critical goal, and promotes the industrialization of technology to land.
ADAS (advanced driving assistance system) is a typical system driver assistance system for solving driving safety, is also a technical base for realizing automatic driving, is rapidly developing recently, and has a huge market. However, although ADAS system products have been applied to the market for many years, the technology is still far from mature, and the functions and performances of ADAS are severely limited by the perceptibility of the system. Especially in some special dangerous situations, ADAS cannot achieve effective collision avoidance. Through the V2X technology, the vehicle-mounted system and road side perception information realize fusion perception, so that the technical bottleneck of the system in the perception and decision algorithm in some high-risk scenes can be broken through, and an ADAS+ system with expanded functions and enhanced performance can be developed.
The existing ADAS technology depends on vehicle-mounted sensing equipment, is limited by the environment sensing range and capability, and cannot play a role in many critical dangerous scenes. Such as a scene where vehicles are converged at an intersection to block vision, a scene where front vehicles are blocked, a scene where traffic lights are blocked, a scene where intersections make red light running, and the like. In these scenarios, the physical conditions determine that an ADAS system based on self-vehicle perception cannot effectively perform the collision avoidance function in an emergency.
The V2X technology can help to overcome the environmental perception obstacle in the above scene, and systematically improve the environmental perception capability of the automobile. However, the application of the V2X technology at present has the main focus on helping to realize the dynamic driving technology, and the common commercial application of the automatic driving technology falls to the ground and has a growing day. It can be seen that the combination of V2X and ADAS system has very broad potential and development space both in technology and on the land of commercial applications.
Disclosure of Invention
The invention aims to solve one of high-risk scenes which cannot be solved by the traditional ADAS system technology based on systematic depth fusion of V2X and vehicle-mounted perception, and develop a reinforced and more reliable ADAS+system function decision and control algorithm technology.
According to one aspect of the invention, a decision control method of an ADAS based on V2X in a preceding vehicle shielding scene is provided, comprising:
based on a V2X perspective sensing technology, cooperatively sensing the driving state information of the blocked vehicle in front, and fusing the driving state information with the driving state information of the potential conflict vehicle sensed by the vehicle-mounted vehicle of the vehicle;
based on the information obtained by fusion, judging the behavior of the potential conflict vehicle;
and (5) preparing a control strategy of the vehicle according to the judging result.
Further, V2V real-time communication and information interaction can be realized with the potential conflict vehicles or V2I real-time communication and information interaction can be realized with road side unit equipment through a V2X perspective sensing technology, and driving state information of the potential conflict vehicles is obtained;
V2V real-time communication and information interaction are realized with the front shielded vehicle through a V2X perspective sensing technology, or V2I real-time communication and information interaction are realized with road side unit equipment, and driving state information of the front shielded vehicle is obtained.
Further, the control decisions include early warning, mild deceleration, and emergency braking.
Further, when D0 02 ＜D0 02-alert Starting early warning for a driver;
wherein D0 02 D0 for the relative distance between the host vehicle and the potentially conflicting vehicle 02-alert D0 is the pre-warning distance 02-alert ＝D stop -D2 stop +D pre1 Wherein D is pre1 D is a preset constant value for early warning stop For decelerating the host vehicle to a static driving distance D2 stop The travel distance to stop is slowed to a potentially conflicting vehicle.
Further, if the potential conflict vehicle has emergency braking and the distance between the potential conflict vehicle and the front vehicle is smaller than a preset value, early warning of the driver is started.
Further, when D0 02 ＜D0 02-mild Starting mild deceleration control;
wherein D0 02 For the relative of the host vehicle and the potential collision vehicleDistance D0 02-mild D0 for controlling the trigger distance for gentle deceleration 02-mild ＝D stop -D2 stop ，D stop For decelerating the host vehicle to a static driving distance D2 stop The travel distance to stop is slowed to a potentially conflicting vehicle.
Further, the gentle deceleration is regulated in real time according to the relative distance and the relative speed of the two vehicles;
when D0 02 ＞D0 02-mild +D pre2 At the time, stop decelerating, D pre2 Is a preset constant value.
Further, when the minimum value |a of the absolute value of the deceleration of the host vehicle min The emergency brake control is activated, | > a_ aeb, where a_ aeb is the set value.
According to another aspect of the present invention, an advanced driving assistance system based on a V2X perspective sensing technology is provided, which can perform the above-described decision control method.
According to yet another aspect of the present invention, there is provided an intelligent networked automobile comprising the above-described advanced driving assistance system based on V2X perspective sensing technology;
the vehicle-mounted sensing unit and the road side sensing unit provide target object information of a shielding area for the advanced driving assistance system through V2X association and fusion sensing.
According to the invention, through the application of the V2X technology, the fusion of the vehicle-mounted sensing technology and the road side sensing technology is realized, more accurate, more reliable and all-weather environment sensing information is obtained, and the sensing obstacle in a key dangerous scene is solved. Particularly, in the scene of shielding the sight of the front vehicle, the function which cannot be realized by the traditional ADAS (based on vehicle-mounted perception) is realized or the performance and the reliability of the traditional ADAS function are enhanced.
The method of the invention carries out behavior judgment of the potential conflict vehicles based on the V2X perception information, thereby developing the control decision algorithm technology of the vehicle. On the one hand, the requirements of comfort, safety and collision avoidance are comprehensively considered, and the method is simultaneously applicable to the application of ADAS and automatic driving systems. The vehicle decision control algorithm strategy of the invention carries out real-time dynamic calculation and optimization through the vehicle motion trail.
Before the emergency braking is started, the method can apply a braking pre-control strategy under the necessary condition, so that the system response speed is improved, the braking time delay is reduced, and the collision avoidance performance is improved.
Drawings
The foregoing and other objects, features and advantages of the disclosure will be apparent from the following more particular descriptions of exemplary embodiments of the disclosure as illustrated in the accompanying drawings wherein like reference numbers generally represent like parts throughout exemplary embodiments of the disclosure.
Fig. 1 is a schematic illustration of an automobile driving and road scene.
Fig. 2 is a system information interaction diagram of an embodiment of the present invention.
Fig. 3 is a vehicle motion relationship diagram of an embodiment of the present invention.
FIG. 4 is a system aware information processing and control decision flow of an embodiment of the present invention.
Detailed Description
Preferred embodiments of the present disclosure will be described in more detail below with reference to the accompanying drawings. While the preferred embodiments of the present disclosure are shown in the drawings, it should be understood that the present disclosure may be embodied in various forms and should not be limited to the embodiments set forth herein. Rather, these embodiments are provided so that this disclosure will be thorough and complete, and will fully convey the scope of the disclosure to those skilled in the art.
In the present invention, the nouns of the related art terms are interpreted.
V2X: vehicle to Everything, the vehicle communicates and interacts with the outside world (X represents everything outside world, including V2V, V2I, V2N, V2P, etc.).
V2V: vehicle to Vehicle, the vehicle communicates and interacts with other vehicles.
V2I: vehicle to Infrastructure, communication and information interaction between the vehicle and surrounding roadside facilities.
V2N: vehicle to Network, communication and information interaction of the vehicle with a telecommunications network.
V2P: vehicle to People, communication and information interaction of the vehicle with other vehicles.
AEB: automatic Emergency Braking, automatic emergency braking.
The intelligent driving is realized, the core technical bottleneck is many, wherein the environment perception technology is the core of the core, and is also a limiting factor of the intelligent driving system in the landing. The invention aims to obtain perspective perception and advanced perception capability of the vehicle to the environment through fusion perception of vehicle-mounted sensing and V2X technology (V2V or V2I) and predict the following behavior of a front vehicle TV2, so that the vehicle can make judgment and reaction in advance and the aim of avoiding collision with the front vehicle is achieved to the maximum extent. The present invention provides a predictive, judgment and control decision technique for the behavior of the front vehicle TV2 in this scenario.
The invention provides a decision control method under an ADAS front car shielding scene based on V2X, which comprises the following steps: based on a V2X perspective sensing technology, cooperatively sensing the driving state information of the blocked vehicle in front, and fusing the driving state information with the driving state information of the potential conflict vehicle sensed by the vehicle-mounted vehicle of the vehicle; based on the information obtained by fusion, judging the behavior of the potential conflict vehicle; and (5) making a control decision of the vehicle according to the judging result.
In order to facilitate understanding of the solution and the effects of the embodiments of the present invention, a specific application example is given below. It will be understood by those of ordinary skill in the art that the examples are for ease of understanding only and that any particular details thereof are not intended to limit the present invention in any way.
As shown in fig. 1, at least three vehicles run on the same lane on the road, and the vehicle is SV. The host vehicle follows its immediately preceding vehicle TV2, while vehicle TV2 follows other vehicles ahead, such as TV1. The three vehicles have higher running speeds and closer spacing. For example, a scene of traveling on a highway or other road where speed limit is high.
An ADAS system with an emergency braking function (AEB) is provided in the host vehicle SV, but the line of sight of the TV1 vehicle is blocked by the TV 2. If the TV1 makes emergency braking due to an emergency, the TV2 will follow the emergency braking later, and the SV may not respond to the emergency braking of the TV2 and a rear-end collision may occur. For example, a chain of rear-end traffic accidents on a highway. If the SV can sense the running information such as the braking state of the TV1 in advance, the SV can make judgment in advance, and take necessary control measures in advance, such as early warning and early deceleration, and early emergency braking, so as to avoid collision with the TV 2.
As shown in fig. 2, the host vehicle SV is provided with sensing devices such as a vision camera and a millimeter wave radar for identifying a front target (vehicle) and a position, and a distance of the front target, a traveling speed (and a deceleration).
The host vehicle SV is provided with an OBU (On Board Unit) device (V2X in-vehicle information communication device) for realizing V2V real-time communication and information interaction with the front vehicle TV2 or V2I real-time communication and information interaction with an RSU (Road Side Unit) device.
The front vehicle TV1 is provided with an OBU device, so that V2V real-time communication and information interaction with the vehicle SV are realized, and information such as running speed, braking state and deceleration can be transmitted to the vehicle SV in real time.
The road side is provided with sensing equipment and RSU equipment for realizing V2I communication. Roadside awareness can monitor and identify vehicles on the road in real time, as well as their location and status information (e.g., travel speed and deceleration, etc.). The vehicle SV realizes real-time information interaction with RSU equipment on the road side to realize V2I, and information of the TV1 is sent to the vehicle SV in real time.
According to the invention, the vehicle SV is in butt joint with the vehicle TV1 or road side RSU equipment with the OBU equipment arranged in front through the vehicle-mounted OBU equipment and through V2X (V2V or V2I) communication, and the vehicle SV cooperatively senses the driving state information of the front shielded vehicle (such as TV 1) and then is fused with the vehicle-mounted sensing information of the vehicle. On the one hand, the vehicle senses the driving state and distance of the vehicle TV2 in the immediate front of the vehicle through the self-sensing system, and simultaneously, obtains the driving behavior information of the vehicle TV1 in time through the perspective sensing capability obtained by the V2X. If the shielded vehicle TV1 is decelerating or emergency braking, the system can obtain the deceleration information of the shielded vehicle ahead in advance before the vehicle senses the deceleration of the vehicle TV2 in the immediate front through the vehicle-mounted sensing device, make sensing and judgment on the environment in advance, make a decision in advance, and take necessary measures in advance, such as alarming, active deceleration or emergency braking. The final objective is to have the own vehicle SV maintain a safe distance of travel from its immediately preceding vehicle TV2, avoiding collisions in case of emergency. To achieve the technical objective of the above system, the following technical content technologies are mainly solved: V2V or V2I real-time communication, based on the perception fusion of V2X, the behavior prediction and behavior judgment of the front vehicle TV2, and the control decision algorithm of the SV.
Referring to fig. 3, a travel behavior prediction and judgment concerning the preceding vehicle TV2, and a control decision algorithm of SV in the present embodiment will be described.
(1) Prediction and judgment of the running behavior of the TV 2. Assume that:
the instantaneous vehicle speeds of the host vehicle SV, the immediately preceding vehicle TV2 and the blocked preceding vehicle TV1 are v, v 2 And v 1 . The initial vehicle speeds at a certain initial calculation time (t=0) are V0, V02, V01, respectively.
The instantaneous distances between SV and TV2, and between TV2 and TV1 are d respectively 02 ，d 12 . The initial distances at a certain initial calculation time (t=0) are D0 respectively 02 ，D0 12 。
The instantaneous accelerations of SV, TV2 and TV1 are a, a respectively 2 And a 1 (note: deceleration is negative)
Under emergency braking, the shortest reflecting time of the driver of the front vehicle TV2 is T dd2 The reaction lag time of the braking system is T bd2 。
The shortest reflecting time of the SV driver of the vehicle is T dd SV braking system reaction lag time is T bd 。
The invention mainly aims to solve the problem that in the running process of the TV2 following the TV1, under the condition that the TV1 suddenly decelerates, the SV sensing system of the vehicle obtains the perspective sensing capability of the TV1 through a V2X technology, and predicts that the TV2 will follow-up decelerate or emergency brake. The SV of the vehicle needs to make judgment and travel track estimation in advance on the deceleration action of the TV2, so that measures are taken in advance to achieve the aim of avoiding rear-end collision with the TV2 or reducing the severity of the collision as much as possible. If a mild deceleration situation occurs for TV1, the need for emergency braking of TV2 and SV will not normally be triggered, and therefore this situation is not considered within the scope of the invention.
Wherein, the preceding vehicle TV2 reacts to behavior prediction (reaction hysteresis and deceleration prediction):
TV2 follows TV1, and the distance between the vehicles is short, and when TV1 decelerates at high intensity (deceleration |a 1 I > a1_trig, such as a1_trig=0.5 g or other adapted value, TV2 will take a decelerating action with the deceleration of TV1, but will lag behind TV1. The reaction behavior of TV2 is aimed at avoiding collisions with its preceding vehicle TV1, and therefore depends on the relative distance between TV2 and TV1, the relative speed and the deceleration intensity of TV1.
From the current start to at a certain time t, the motion state of TV 1:
instantaneous speed of TV 1: v 1 ＝V 01 +a 1 *t
Distance travelled by TV 1:
when the TV1 is decelerated to rest, the required time T1 stop ＝-V 01 /a 1 So that the distance traveled by TV1 can be calculated from the above formula, defined as D1 stop 。
From the current start to a certain time t, the motion state of TV 2:
instantaneous speed of TV 2: v 2 ＝V 02 +a 2 *(t-T dd2 -T bd2 )
Distance travelled by TV 2:
the time T2 required for the TV2 to slow down to rest stop ＝-V 02 /a 2 +(T dd2 +T bd2 ) So that the distance traveled by TV2 can be calculated from the above formula, defined as D2 stop 。
Relative distance of TV2 to TV 1:
d 12 ＝D0 12 +d 1 -d 2
the condition for the TV2 to avoid collision with the TV1 is that when the TV2 is stopped, d 12 ＞0
Namely: D0D 0 12 +D1 stop -D2 stop ＞0
Thus, from the above formula, the minimum expected deceleration that the pre-vehicle TV2 should take can be defined as a 2exp (acceleration is negative).
Wherein, the prediction estimation of the relative distance of the host vehicle SV to the immediately preceding vehicle TV 2:
from the current start to a certain time t, the motion state of TV 2:
when T < (T) dd2 +T bd2 ) In the time-course of which the first and second contact surfaces,
instantaneous speed of TV 2: v 2 ＝V 02 +a 2_1 * t (note: deceleration takes negative value in formula)
Distance travelled by TV 2:
wherein a is 2_1 Is the acceleration (deceleration is negative) of TV2 measured during this time
When T > (T) dd2 +T bd2 ) Rear part (S)
V 02_2 ＝V 02 +a 2_1 *(T dd2 +T bd2 )
Wherein V is 02_2 Is t= (T dd2 +T bd2 ) Speed at that time.
v 2 ＝V 02_2 +a 2exp *(t-T dd2 -T bd2 )
Distance travelled by TV 2: d, d 2 ＝d 2_1 +d 2_2
Wherein,,
if the expected deceleration |a 2exp |＜|a 2 Actual deceleration of the perceived TV2, based on the actual deceleration (a 2exp ＝a 2 ). I.e. a in the calculation 2exp ＝min(a 2 ，a 2exp )
d 2_2 Calculated to v 2 Until =0 (parking), i.e
t＝T2 stop ＝-V 02_2 /a 2exp +(T dd2 +T bd2 )
In the driving operation state of the driver, the host vehicle SV is in a motion state from the current start to a certain time t, SV:
SV instantaneous speed: v=v 0 +a*(t-T dd -T bd ) (note: deceleration takes negative value in the formula
SV distance travelled:
relative distance of SV from TV 2:
d 02 ＝D0 02 +d2-d
with reference to fig. 4, the control decision algorithm of the present embodiment is described.
(a) The front moving vehicle decelerates and gives early warning.
When the distance between the SV and the TV2 is smaller than a certain safety distance or when the TV1 is blocked, the emergency braking occurs, and when the distance between the TV2 and the TV1 is smaller than a set value, the SV system of the vehicle firstly gives an early warning to the driver before the ADAS emergency braking or automatic deceleration function needs to be started, and the driver can take necessary operations as early as possible to avoid collision.
The safe distance setting method comprises the following steps: the vehicle can be braked to a stop in emergency before the front vehicle is braked to a stop, and the vehicle can be decelerated (for example |a mild The value of the force is less than 0.2g, and the force can be adjusted and optimized according to the requirement), the vehicle can be safely parked without being matched with a front vehicleThe vehicle TV2 is at risk of collision.
(i) Early warning distance D0 02-alert Is calculated by (1):
initial vehicle speed V0, deceleration a (a sv0 ) Front initial vehicle speed V02, deceleration a 2 。
Initial distance D0 between two vehicles 02 The response time delay of the driver of the vehicle is T _dd Reaction time delay of braking system: t (T) _bd
Wherein, TV2 motion prediction:
if the preceding vehicle TV1 or TV2 is braked rapidly, the travel distance prediction for decelerating the preceding vehicle TV2 to a stop is performed:
TV2 time to slow down to park:
(wherein: a) 2exp For a calculation method of (1), see "prediction of reaction behavior of front vehicle TV 2")
Wherein, the vehicle SV motion estimation (control target under mild braking conditions):
time to slow down to stop:
(wherein, for example, a mild =0.2g or other suitable value
SV decelerates to stationary travel distance:
wherein, the distance estimation of the SV of the own vehicle relative to the TV2 of the front vehicle:
d 02 ＝D0 02 +D2 stop -D stop
the triggering principle of the early warning is that after a certain time of early warning, the vehicle can still be braked and stopped gently, and collision with the front vehicle does not occur.
The conditions for not colliding with the front vehicle are: d, d 02 > 0, i.e. D0 02 ＞D stop -D2 stop
Based on the above calculations, the pre-warning distance is set as: D0D 0 02-alert ＝D stop -D2 stop +D pre1
Here, D pre1 The method is characterized in that the method is a preset constant value (such as 25m, specific value, and can be adjusted and optimized according to the requirement) of early warning.
(ii) Early warning trigger condition
Early warning trigger condition 1:
when the SV is at an initial relative distance D0 from TV2 02 Less than D0 02-alert The SV system initiates early warning of the driver.
Additional pre-warning trigger condition 2:
in addition to the pre-warning condition 1, if an emergency braking occurs in TV1, the deceleration |a1| > 0.5g, the relative distance D0 between TV2 and TV1 12 ＜D0 12-akert The SV system initiates early warning of the driver. (e.g., D0 12-alert =25m, the specific value can be adjusted and optimized according to the need
(b) Mild deceleration control
After the front moving vehicles TV2 and TV1 slow down early warning, before the condition of needing to start high-intensity slow down, the vehicle can start mild slow down according to the vehicle distance and the relative speed, the vehicle distance is kept, and the driving comfort of the vehicle is improved. The function is suitable for vehicles with an automatic driving function (or an automatic acceleration and deceleration function), and a driver is required to drive the vehicle without the function.
(i) Mild deceleration control trigger distance calculation
Calculation of D using the method described above stop And D2 stop . The gentle deceleration controls the trigger distance.
D0 02-mild ＝D stop -D2 stop
(ii) Mild deceleration control
When D0 02 ＜D0 02-mild Initiating mild deceleration control to maintainThe safe distance of SV-TV 2. Deceleration by gentle deceleration, e.g., |a mild The value is smaller than 0.2g, and can be adjusted in real time according to the relative distance and the relative speed of the two vehicles.
When D0 02 ＞D0 02-mild +D pre2 At the time, stop decelerating, D pre2 Is a preset constant value.
(c) Emergency brake control (AEB)
Following the car control target principle: in the case of a significant deceleration of TV2 (e.g., |a 2 I > 0.5 g), the possibility of a potential collision of SV with TV2 and the deceleration required for SV to avoid the collision are determined based on the relative distance and relative speed of SV with TV2 and the deceleration of TV2 ahead. If the SV needs to be forcibly subtracted (e.g., acceleration |a| > 0.5 g) to avoid a collision with TV2, the SV triggers emergency braking (|a| > 0.5 g) to achieve the goal of avoiding a collision with TV2 or reducing the severity of the collision.
Under the condition that the TV2 follows the front blocked vehicle TV1 and has V2X, when judging whether the SV needs to start AEB braking, the scene can utilize the capability of V2V perspective perception to perceive the state information of the TV1 in advance, and the TV2 is predicted in advance, so that the emergency braking along with the TV1 can be performed after a certain time. Based on the predictive calculation and judgment, the vehicle SV can then take emergency measures in advance if necessary, possibly even before the TV2 enters an emergency braking state.
Triggering the judgment condition of AEB:
according to the calculation of the aforementioned "preceding vehicle TV2 reaction behavior prediction", the distance between SV and TV2 from the current time to a certain time t is predicted as: d, d 02 ＝D0 02 +d 2 -d。
When d 02 =0, which is the collision occurrence point of the own vehicle SV with the preceding vehicle TV 2. The condition that SV and TV2 do not collide with each other is that when SV decelerates to stop, d 02 ＞0。
Time to stop vehicle SV:
i.e. when t=t stop When d 02 > 0 is a collision avoidance condition.
Namely: d < D0 02 +d 2
From the above two formulas, the minimum value |a of the absolute value of the SV deceleration a of the vehicle can be calculated min | a. The invention relates to a method for producing a fibre-reinforced plastic composite. If |a min I > a AEB (e.g., 0.5g or other set point), i.e., trigger the AEB function.
In the embodiment, the fusion of vehicle-mounted sensing and road side sensing information is realized through a V2X (V2I, V2V) technology, more accurate, more reliable and all-weather environment sensing information is obtained, and the sensing obstacle in a key dangerous scene is solved. The perceptual fusion technology service based on V2X is used for an ADAS system to form an ADAS+ system, so that an ADAS functional algorithm technology with enhanced functions and performances is obtained. The control decision function algorithm technology disclosed by the invention comprehensively considers the requirements of comfort, safety and collision avoidance on one hand, and is simultaneously suitable for application of ADAS and automatic driving systems. The vehicle decision control algorithm strategy can be used for carrying out real-time dynamic calculation and optimization through the vehicle motion trail. Before the emergency braking is started, a braking pre-control strategy can be applied under the necessary condition, so that the reaction speed of the system is improved, the braking time delay is reduced, and the collision avoidance performance is improved.
In addition, the invention also provides an advanced driving assistance system based on the V2X perspective sensing technology, which can execute the decision control method in the embodiment.
The invention also provides an intelligent network-connected automobile, which comprises the advanced driving auxiliary system based on the V2X perspective sensing technology in the embodiment;
the vehicle-mounted sensing unit and the road side sensing unit provide target object information of a shielding area for the advanced driving assistance system through V2X association and fusion sensing.
It will be appreciated by persons skilled in the art that the above description of embodiments of the invention has been given for the purpose of illustrating the benefits of embodiments of the invention only and is not intended to limit embodiments of the invention to any examples given.
The foregoing description of embodiments of the invention has been presented for purposes of illustration and description, and is not intended to be exhaustive or limited to the embodiments disclosed. Many modifications and variations will be apparent to those of ordinary skill in the art without departing from the scope and spirit of the various embodiments described.
Claims (9)
1. A decision control method of an ADAS under a preceding vehicle shielding scene based on V2X is characterized by comprising the following steps:
based on a V2X perspective sensing technology, cooperatively sensing the driving state information of the blocked vehicle in front, and fusing the driving state information with the driving state information of the potential conflict vehicle sensed by the vehicle-mounted vehicle of the vehicle; the method comprises the steps of realizing V2V real-time communication and information interaction with a potential conflict vehicle or realizing V2I real-time communication and information interaction with road side unit equipment through a V2X perspective sensing technology, and obtaining driving state information of the potential conflict vehicle; V2V real-time communication and information interaction are realized with the front shielded vehicle through a V2X perspective sensing technology, or V2I real-time communication and information interaction are realized with road side unit equipment, and driving state information of the front shielded vehicle is obtained;
based on the information obtained by fusion, judging the behavior of the potential conflict vehicle;
and (5) preparing decision control conditions of the vehicle according to the judgment result.
2. The decision control method of claim 1, wherein the control decisions include early warning, mild deceleration and emergency braking.
3. The decision control method according to claim 2, wherein when D0 02 ＜D0 02-alert Starting early warning for a driver;
wherein D0 02 D0 for the relative distance between the host vehicle and the potentially conflicting vehicle 02-alert D0 is the pre-warning distance 02-alert ＝D stop -D2 stop +D pre1 Wherein D is pre1 To be pre-arranged in advancePreset constant value of police, D stop For decelerating the host vehicle to a static driving distance D2 stop The travel distance to stop is slowed to a potentially conflicting vehicle.
4. The decision control method of claim 2, wherein if an emergency braking of a potentially conflicting vehicle occurs and the distance from the vehicle ahead is less than a preset value, a driver pre-warning is initiated.
5. The decision control method according to claim 2, wherein when D0 02 ＜D0 02-mild Starting mild deceleration control;
wherein D0 02 D0 for the relative distance between the host vehicle and the potentially conflicting vehicle 02-mild D0 for controlling the trigger distance for gentle deceleration 02-mild ＝D stop -D2 stop ，D stop For decelerating the host vehicle to a static driving distance D2 stop The travel distance to stop is slowed to a potentially conflicting vehicle.
6. The decision control method according to claim 5, wherein the deceleration of the gentle deceleration is adjusted in real time according to the relative distance and the relative speed of the two vehicles;
when D0 02 ＞D0 02-mild +D pre2 At the time, stop decelerating, D pre2 Is a preset constant value.
7. The decision control method according to claim 2, wherein when the minimum value |a of the absolute value of the own vehicle deceleration is min The emergency brake control is activated, | > a_ aeb, where a_ aeb is the set value.
8. Advanced driving assistance system based on V2X perspective perception technology, characterized in that the decision control method according to any one of claims 1-7 is performed.
9. An intelligent networked automobile, characterized by comprising the advanced driving assistance system based on the V2X perspective sensing technology as claimed in claim 8;
the vehicle-mounted sensing unit and the road side sensing unit provide target object information of a shielding area for the advanced driving assistance system through V2X association and fusion sensing.
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| PCT/CN2022/111851 WO2023142431A1 (en) | 2022-01-26 | 2022-08-11 | Decision control method for v2x-based adas in front vehicle shielding scene |
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| CN115171413B (en) * | 2022-05-25 | 2023-08-22 | 北京国家新能源汽车技术创新中心有限公司 | Control method and system for shielding scene of traffic light based on vehicle road sensing fusion technology |
| CN114973738A (en) * | 2022-07-28 | 2022-08-30 | 理工雷科智途(泰安)汽车科技有限公司 | Special scene traffic identification perception prompting method and device based on V2X |
| CN115083178A (en) * | 2022-08-12 | 2022-09-20 | 理工雷科智途(泰安)汽车科技有限公司 | Vehicle passing control method and system when signal lamp is shielded by vehicle |
| CN115056755B (en) * | 2022-08-19 | 2022-11-15 | 理工雷科智途(泰安)汽车科技有限公司 | Emergency braking control method and system for self-vehicle under condition that front vehicle is shielded |
| CN115880899B (en) * | 2022-11-11 | 2023-11-10 | 长安大学 | Detection method and system for dangerous scene blocking driving sight |
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| US11305766B2 (en) * | 2016-09-26 | 2022-04-19 | Iprd Group, Llc | Combining driver alertness with advanced driver assistance systems (ADAS) |
| US10229590B2 (en) * | 2017-08-14 | 2019-03-12 | GM Global Technology Operations LLC | System and method for improved obstable awareness in using a V2X communications system |
| CN107979812B (en) * | 2017-11-23 | 2020-06-19 | 重庆车辆检测研究院有限公司 | Beyond-the-horizon sensing and publishing method and system combining ADAS and V2V |
| CN109143215A (en) * | 2018-08-28 | 2019-01-04 | 重庆邮电大学 | It is a kind of that source of early warning and method are cooperateed with what V2X was communicated based on binocular vision |
| CN110422176B (en) * | 2019-07-04 | 2021-03-19 | 苏州车萝卜汽车电子科技有限公司 | Intelligent transportation system and automobile based on V2X |
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